Crossing arrangement for block-signaling systems.



M. CONRAD & W. G. KELLY.

CROSSING ARRANGEMENT FOR BLOCK SIGNALING SYSTEMS.

APPLICATION FILED APR. 11, 1911.

1,095,816, v Patented May 5,1911

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UNITED sTATEg PATENT orrion.

MARK CONRAD, 0F ADRIAN, MICHIGAN, AND WILLIAM G. KELLY, 0F WINSLOW,

ARIZONA.

CROSSING ARRANGEMENT FOR BLOCK-SIGNALING SYSTEMS.

Specification of Letters Patent.

Patented May 5, 1914.

To all whom it may concern:

Be it known that we, MARK CONRAD, a citizen of the United States, and a resident of Adrian, in the county of Lenawee and State of Michigan, and VVILLIAM Gr. KELLY,

a citizen of the United States, and a resi-' Our invention relates to improvements in crossing signaling arrangements for block signal systems, and it consists in the combinations, constructions and arrangements herein described and claimed.

An object of the present invention is to provide an arrangement for preventin the collision of trains at the crossin' of two roads, either one or both of w ich, are equipped with a block signaling system.

A further object of our invention is to provide means by which circuits are closed through the operation of crossing signals, so as to supply current for certain train stopping mechanism carried by the engine.

Other objects and advantages will appear in the following specification, and the novel features of the crossing arrangement will be particularly pointed out in the appended claims.

Our invention is illustrated in the accompanying drawings forming part of this application in which Figure 1 is a diagrannnatical view of a crossing equipment of two roads, one having a block signaling system and the other being without it, Fig. 2 is a similar view showing the crossing arrangement where both roads are equipped with a block signaling system, and Fig. .3 is a diagrammatic view showing a portion of the engine equipment.

Referring now to the drawings, it Wlll be seen that we provide atrack consisting of the rails 1 and 2 respectively, upon which the wheels 6 of th engine are designed to run. The axle 6 of the engine electrically connects the wheels 6. Each engine is provided with a battery 13, which has one side connected to the axle 6 by means of a conductor 10, and the other side to a switch S by means of the conductor 11. This switch S consists of an insulating bar having a series of five conductors projecting therefrom, which we have designated 8, s s .9 and 8 respectively. A pivoted handle 25 is provided, which is in connection with the central conductor 8 and which may be thrown from one side to the other, so as to connect the outer conductors s and s with the central conductor on one side, or the conductors s and s with the central conductor 8 on the other side. An inspection of Fig. 3 will show that we have provided a small auxiliary axle 8, which is provided with a brush 9, this brush bein insulated from the wheels 8 by means 0 the insulation 8". One end of the insulated axle 8 is connected to the switch contact s by means of the wire 12 and the central portion of the insulated axle 8 is connected with one side of a magnet M, by means of the wire 13. The other side of the magnet M is connected with a battery B by means of the wire 14, and the battery B is connected in turn with the switch conductor 5 by means of the conductor 15.

The magnet M is part of a relay connected with train stopping mechanism which is actuated whenever the magnet M is energized. For the purpose of this a plication, it will be sufficient to show how t e current is supplied to the magnet M.

Referring now particularly to Figs. 1 and 2, it will be seen that we have shown a track XX, YY.' At I, II, III and IV are shown signals, each of which is provided with a motor, like that shown diagrammatically at m in Fig. 1 in connection with the signal I. The motor is provided with brushes m and m to which current may be supplied for operating the signal. Each signal is provided with a weighted end to to take the signal back into its original position after the actuating magnet has been deenergized. The batteries for operating the signals, We have shown at V, VI, VII and VIII. At IX and X are two relays. The track X has insulated sections 1*, 2 8 1*, etc., while the track Y has similar insulated sections 1 2 3 and 4 Referring now to Fig. 1 it will be seen that between the rails of the track X, we arrange the two auxiliary rail sections, 5 and 6 and on the opposite side of the crossing the two rail sections 7 and 8 The track Y is not so equipped in Fig. 1, but as will be shown later is equipped with these auxiliary rail sections when also equipped with the main track block signaling system.

Consider now the case when an engine is on the track X, approaching the track Y in the direction of the arrow 9. The main wheels 6 of the engine are 011 the track sections indicated at 1 and 2 and when they are in this position they connect these two rail sections through the wheels of the engine. Current will now flow from battery VII through 91, 2 axle 6 of the engine, 1 92, motor m of signal I, 115, armature 118 of relay 9, 119, battery VI, relay X, 98, through the motor of the signal III and back by wire 117 to battery VII. It will be observed that the batteries VI and VII are thus brought into circuit in series, while the current sup plied to the motors of the signals I and III bring the latter into dotted line lower position, thus giving the train clear signals in both directions.

It will be noted that the insulated sections, such as that shown at 1 2-, etc., should be of such length that one car will continue to hold the circuit just described until the next car of the train has passed on to the insulated section. In other words, the circuit is maintained until the last car of the train has passed off of the insulated section. When this occurs then the signals will return to their original positions, due to the weights w.

The rotation of the signals I and III disconnects their contacts 127 and 126 from their respective contact points 99 and 98. It now a train on track X should be proceeding in the direction of the crossing, one of the auxiliary wheels 8 of the engine and the brush 9 will engage with the track sections 6* and 5 respectively. It the arm 126 were in contact with the contact point 98, then a circuit would be established from the battery B on the engine, through the magnet M, but since the arm 126 has swung away from the point 98, this circuit will not be established, and consequently the engine can proceed on its way. Now take the case of a train proceeding on the track Y in the direction indicated by the arrow As soon as the front wheels of the engine strike the track sections 1 and 2", these sections are connected through the axle of the train in the manner already described. Current now flows from the battery VIII through 122, motor of signal II, at, armature 123 of relay X, wire 124, relay IX, wire 125, battery V, wire 95, through the motor of the signal IV, wire 96, track section 2", axle of the train, track section. 1", and by wire 97 to bat tery VIII. It should be noted that in the establishment of this circuit, the current continues to flow through the relay IX, thereby drawing the armature 118 away from its contact 128, thereby breaking the operating circuit for the signals I and III which has been previously traced. This will cause the signals I and III to remain at danger, and when in this position their rotating arms 126 and 127 are held normally against their stationary contact points 98 and 99. Should a train on track X attempt to cross over the crossing in the direction of the arrow 9-, the engine will be stopped, the circuit for stopping the engine being as follows: battery B on the engine, magnet M, 13, 8, 9, 5 150 arm 12G, contact 98, 6*, 8, l2, 8*, s 15 back to battery. Obviously when this circuit is broken, as for instance at the switch S, the train can proceed.

Referring now particularly to Fig. 2, it will be seen that the track Y is provided with auxiliary track sections 6 8 and 9 between the main rails. In Fig. 2, we have shown contact arms and contacts for the signals II and IV. The contact arm and contact of the signal II, we have designated 130 and 131 respectively. They are connected with the auxiliary track sections 7 and 6 in precisely the same manner that the contacts 98 and 126 are connected with the track sections 5* and 6*, The contacts 130 and 131 are separated by a movement of the signal II to clear track position, so as to allow a train on the track Y to proceed in precisely the same manner as already described in connection with the track X.

It will be seen that unless the circuits which are established through these contacts, such as 12698 and 130 131, are broken that a train will be automatically stopped, because of the completion of the stopping circuit through the auxiliary track sections 5, 6*, 6 and 7 as described, so that as long as the signal remains at danger, even though an engineer should proceed, the engine will be stopped when the auxiliary wheel and brush contact with the auxiliary track sections.

IVe claim:

1. In a signaling system for railroad crossings, a pair of tracks, said tracks crossing one another, each of said tracks being provided with insulated sections, a pair of signals for each track disposed near said crossing, an electrical operating circuit for each pair of said signals, each of said operating circuits including a magnet and an armature, the armature of one circuit being acted on by the magnet of the second circuit, the passage of a train on to certain of said insulated sections serving to complete an operating circuit for one pair of said signals, and to cause the opening of the circuit of the second pair of signals by the movement of the armature in the operating circuit of said second pair of signals.

2. In a signaling system for railroad crossings, a pair of tracks having insulated sections, said tracks crossing each other, a pair of signals for each track disposed near said crossing, said signals being normally kept in the danger position by gravity, an electrical operating circuit for each pair of signals each of said operating circuits including a pair of batteries arranged in series, motors for the signals, a magnet and an armature, the armature of one operating circuit being arranged to be actuated by the magnet of the other operating circuit to break the operating circuit in which it forms a part, the operating circuit of one pair of signals being connected to certain insulated sections on one of said tracks, and the operating circuit of the other pair of signals being connected to certain insulated sections on the other track.

3. In a signaling system for railroad crossings, a pair of tracks, said tracks crossing one another, each of said tracks being provided with insulated sections, a set of signals for each track disposed near said crossing, an electrical operating circuit for each set of said signals, each of said operating circuits including a magnet and an armature, the armature of one circuit being acted on by the magnet of another circuit, the passage of a train on to certain of said insulating sections serving to complete an operating circuit for one set of said signals and to cause the opening of the circuit for the other set of signals by the movement of the armature in the operating circuit of said second set of signals.

MARK CONRAD. WILLIAM G. KELLY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, I). G. 

